Construction of crank-chambers for aviation-engines.



L. COATALEN.

CONSTRUCTION OF CRANK CHAMBERS FOR AVIATION ENGINES APPLICATION ,HLED on. 24. 1916.

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LOUIS COATALEN, OF WOLVERI-IAMPTGN, ENGLAND, ASSIGNOR OF ONE-HALF TO SUNBEAM MOTOR CAR COMPANY LIMITED, 013 WOLVERHAMPTON, ENGLAND.

CONSTRUCTION OF CRANILCHAMBERS FOR AVIATION-ENGINES.

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Application filed Gctober 24, 1916.

To all whom it may concern:

Be it known that I, Lours COATALEN, a subject of the King of Great Britain, and resident of Wolverhampton, in the county of Stafford, England, have invented certain new and useful Improvements inthe Construction of Crank-Chambers for Aviation- Engines, of which the following is a specification.

In some high speed aviation engines a reducing gear is arranged between the crank shaft and the propeller shaft and this is generally located in a casing integral with or attached to and projecting from the crank chamber. This casing consequenetly receives all the pull of the propeller and it is the object of the present invention to provide a very substantial and light construction which will deal with this point.

The invention is preferably applicable to that type of engine in which the cylinders are arranged in two or more rows.

Preferably there are in addition large ribs extending around each casing, each terminating at a point at which one of the bolts securing the cover plate or bearing member is located. Consequently the stresses received at these points are well distributed.

In the accompanying drawings,

Figure 1 is a plan of the upper part of the crank chamber for a two-row V-type engine constructed in accordance with this invention.

Fig. 2 is a front elevation of the same, the aXeS of the cylinders being represented by lines Z.

Fig. 3 is a central vertical section on the line 33 of Fig. 2.

Like letters indicate like parts throughout the drawings.

The upper part of the crank chamber is provided with bearings for carrying the crank shaft the axis of which is located at A. Above this, provision is made for a short shaft on which is mounted the propeller. The axis for this shaft is at B and the bearings of the shaft may be located in the housings C, C Between the crank shaft and the propeller shaft there is a re-, ducing gear which may comprise a pinion on the crank shaft driving a large wheel on the propeller spindle. Around this propeller spindle is formed a casing D which incloses the greater part of the reducing Specification of Letters Patent.

Patented Nov. 2?, 191W. Serial No. 127,490.

gear and it will be seen that this casing stands. up above the greater part of the crank chamber. It will be clear also that this casing receives, through the bearings of the propeller spindle, all the pull of the propeller.

To resist this pull the casing D is .connected with the whole length of the crank chamber by means of a long rib E, of which the forward end E is integral with the casing while the rear end E extends to the rear end of the crank chamber and merges therewith. Thus the stress on the casing is distributed throughout the whole length of the crank chamber. It is not necessary that the whole of the casing D be integral with the crank chamber. Part, or the whole, may be separate and the rib E would be bolted to it, or part of the rib would be integral with the crank chamber and the remainder integral with the detachable casing, any suitable connection being formed between the two rib parts. Preferably the rib passes between the faces to which the cylinders are attached. Preferably over the top of the casing are ribs or flanges F which extend to the holes G of the studs or bolts which secure in place the bearings for the propeller spindle. This stiffens the casing in itself. There may also be transverse ribs at right angles to these, as shown at H, these taking the radial stress or load from the bearings.

In the construction illustrated, the casing D, ribs, and crank chamber are all formed in one casting, which is the preferred construction. Further, it is preferred that the casing D be closed at the top except for a small aperture J for admitting lubricant or the like. In such a case the large gear wheel on the propeller spindle is inserted from the bottom upward through the aperture K and then the spindle is passed into position along the line B so that it is passed through the gear wheel.

By this invention one of the chief defects of existing engines having reducing gearing is overcome, namely structural weakness of the crank chamber.

What I claim as my invention, and desire to secure by Letters Patent, is

1. In an internal combustion engine, a crank chamber, a reducing gear casing projecting therefrom, a rib connected to said casing and to said crank chamber which extends to the rear end of said chamber, gradually merging therewith, and a relatively short rib on the casing on each side of the main'rib, substantially as set forth.

2. In an internal combustion engine, a crank chamber, including two cylinder attaching faces, a reducing gear casing projecting from said crank chamber having a top aperture therein, and a rib extending from the'rear end of said crank chamber,

between said-faces and attached to said reducing gear casing and encircling said aperture, substantially as set forth.

3. In an internal combustion englne, .a

crank chamber, a reducing gear casing integral therewith, a rib integral With said crank chamber and extending fromthe rear thereof to said reducing gear chamber, longitudinal ribs upon said reducing gear casing and transverse ribs'across said casing, substantially as set forth.

In testimony whereof I have signed my name to this specification in the presence of tWo subscribing Witnesses.

LOUIS COATALEN. Witnesses I 1 JOHN MARs'roN, WV. M. ILIFF.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

